Motor-car



(No Model.) 2 Sheets-Sheet 1.

G. M. & J. A. BRILL.

MOTOR GAR.

No. 373,639. Patented Nov. 22, 1887.

3., in W W ATTORNEY N PETERS. Pholo-lilhognphnr. wmmm", n. c

(No Model.) 2 Sheets--Sheet 2.

G. M. & J. A. BRILL.

MOTOR OAR.

No. 373,639. Patented Nov. 22, 1887. d4

INVENTOR J:

MW. M W ATTORNEY NITED STATES PATENT OFFICE.

GEORGE M. BRILL AND JOHN A. BRILL, OF PHILADELPHIA, PENNSYLVANIA.

MOTOR-CAR.

SPECIFICATION folming part of Letters Patent No. 373.639, dated Novem1837- Application filed April 11, 1887.

' To all whom it may concern:

Be itknown that we, GEORGE M. BRILL and JOHN A. BRILL, citizensof theUnited States, residing at Philadelphia, in the county of Philadelphiaand State of Pennsylvania, have invented certain new and usefulImprovements in Cable and other MotorOars, of which the following is aspecification.

Our invention has relation,generally,to railway-cars having axleboxpedestals affixed to the longitudinal sills or bolsters of the car ortruck frame,loose axle-boxes in said pedestals, saddles for the lowerpart of the pedestals, which saddles are loosely supported upon theaxle-boxes, and springs between the saddles and pedestals,andparticularly to cable-motor railway-cars similarly equipped and having asupporting-frame for the gripping or engaging device for the travelingcable. Heretofore this frame has usually been attached either directlyto the car-body or truck-frame, or to a frame journaled upon the axlesor secured to the axle-boxes. In the one case the grip and thecable,when gripped, are directly sub- 25 ject to the vertical vibrationsof the car, and

in the other they are likewisesubject not only to vertical vibrations ofthe car, but also to the lateral thrust or movement of the axles. Ineither case the subjection of the grip and cable to the influencesdescribed is objectionable,for reasons well known to those operating thedescribed form of railways.

Our invention has for its object to avoid jeet to the vibrations of thecar nor to the endthrust of the axles, and this constitutes a furtherobject of our improvements.

Our invention accordingly consists ofa frame secured to theloosely-supported saddles of the axle-boxes of track-rail brake-shoesand of life guards or fenders mounted upon said frame, and, further, ofthe combination, construction,

Serial No. 231,422. (No model) and arrangement of parts, as hereinafterdescribed and claimed.

In the drawings, Figure l'represents a side elevation of part of acable-railway car embodying our improvements; Fig. 2, a plan ofgrip-frame, runninggear, track-rail brakes, and life-guards or fenders;and Fig. 3, a sectional view of axle-box pedestals, showing the saddletherefor and springs for the car-body.

A indicates a portion of a railway-car or truck-frame, to thelongitudinal sills or bolsters of which are affixed, in the usual orother suitable manner, the axle-box pedestals B, preferably havingbraces b. In these pedestals are loosely-supported axle-boxes E.

D represents the saddles at the lower part of the pedestals, whichsaddles are loosely supported upon the axle-boxes, preferably by meansof a linleconnection, as shown, to ad mitof end-thrust of the boxes andaxles independently of the saddles, all of which parts are preferablyconstructed and arranged for operation in the usual or other suitablemanner. The lower sides, d, of the saddles in our case are made largeror depend downwardly to a greater extent than heretofore for thereception of longitudinal bars G,of any suitable shape in cross-section.These bars G are firmly fastened or bolted to the saddle, as indicatedat g, and are connected by crossbar-s H, of channel or other form incross-section, to provide a stiff and rigid frame, I, for the grip K,which frame connects or is attached to all the saddles of the axle-boxesof the car or truck frame, and as these saddles are not subject toeither the vertical vibrations of the ear or truck frame or to theend-thrust of the axles it follows that the grip and any otherappurtenances affixed to frame I are likewise relieved from saidinfluences and the objections incident thereto.

Mounted at suitable places upon frameI are cross-shafts M, which haveeccentrically connected therewith in any desired manner brakeshoes m,for impingement with the track-rails, and also have operating-levers m,having a chain or other connection with each other and with thebrake-rods m at the end of the car in such manner that either all thebrake-shoes for a car may be simultaneously operated by one brake-rod,as shown in Fig. 1, or different sets of brake-shoes be separatelyoperated by different brake-rods, as indicated in Fig. 2. Thesebrake-shoes or their eceentric-connec tion with shafts M may beconnected together by longitudinal bars and have guides or ways securedto the frame I; or these parts may be otherwise provided for, asdesired.

By operating the brake rods the shoes m are depressed to and bear uponthe track-rails, lifting both the wheels and car-body and utilizingtheir combined weight for braking purposes.

The lifting ofboth the wheels and car-body is accomplished as follows:The lower ends of the link-connections c, it will be noted, are

1.5 journaled on pintles e, mounted in transverse bars 6 formed integralwith the sides d of saddle D and located slightly below the axleboxes inthe usual manner. Below these bars 6 and preferably abutting against theunder side of the. same, are the longitudinal bars G of frame I, securedto saddles D between their sides d, as more plainly shown in Fig. 3.Consequently,when the brake-shoes m are applied to the track-rails, thebars G of frame I and the saddles D are raised first, causing thetransverse bars 6 of the saddles to abut against the under side of theaxle-boxes E, which in turn with the axles and wheels are raised, and asthey are elevated the weight of the car compresses the springs C,or'they settle, and the car-body in turn is raised by the brake-shoes,

if the extent of movement of the latter is sufficient.

If desired, the ends of the bars G of frame I may be continued past theaxle-box pedestals, as indicated at g, to form supports for a fender orlife-guard, N, constructed as desired, and having a central brace-rod orconnection, a, with one of the crossbars H of frame I. These fenders orlife-guards, so supported, may be brought as close to the surface of theroadway as deemed advisable, as they are not subject' to the vibrationsof the car.

In case the street or other car is not propelled by traveling cables thebrake-shoes and life-guards, either or'both, are alone connected to orsupported by the frame I-that is to say, the frame I, secured to theaxlebox saddles, may be applied to any form of street, steam-railway, orother propelled car for sup porting devices or appliances thereupon, soas to free them from the influences of the vi:

brations of the car and the end-thrust of the axles.

What we claim is-- 1'. A car or truck frame having affixed to itslongitudinal sills or bolsters axle-box pedespedestals, and a frame, I,secured to said saddles, substantially as set forth.

2. In a cable motor car or truck frame having affixed to itslongitudinal sills or bolsters axle-box pedestals, axle-boxes looselysupported in said pedestals, saddles loosely supported upon theaxle-boxes, springs between the saddles and pedestals, a frame, I,secured to the saddles, and a gripping device supported upon said frame,substantially as set forth.

3. In a cable motor car or truck frame, the combination of axle boxpedestals, saddles therefor, axle-boxes loosely connected to saidsaddles, a frame supported by said saddles and a grip device, andtrack-rail brake-shoes mounted upon said frame, substantially as setforth.

4. The combination, with a railway car or truck and its running-gear,oftrack-rail brakeshoes and actuating devices for braking the shoes uponthe rails to simultaneously raise the car or truck and its running-gearfor utilizing their combined weight for braking, substantially as setforth.

5. In a railway-car, the frame I, secured to the saddles of the axle-boxpedestals, and.

track-rail brake-shoes mounted upon said frame, substantially as setforth.

6. In a railway-car, the frame I, secured to the saddles of the axle-boxpedestals, and a fender or life-guard secured to said frame,substantially as set forth.

7. In a cable-railway car. the combination of a frame, I, secured to thesaddles of the axle-boxes and a grip, track-rail brake-shoes, and alife-guard secured to said frame, substantially as set forth.

8. In a railway'-car, the combination of frame I, secured to theloosely-supported saddles of the axle-box pedestals, brakesh'oessupported upon said frame, and actuating devices for the brake-shoes.

9. A railway-car having axle-box pedestals provided withloosely-supported saddles, in combination with a frame, I, secured tosaid saddles, substantially as and for the purpose set forth.

In testimony whereof we affix our signatures in presence of twowitnesses.

GEORGE M. BRILL. JNO. A. BRILL. Witnesses:

R. HAWKINS, R. S. REED.

